CN111059226A - Dual clutch transmission for vehicle - Google Patents

Dual clutch transmission for vehicle Download PDF

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Publication number
CN111059226A
CN111059226A CN201910194933.1A CN201910194933A CN111059226A CN 111059226 A CN111059226 A CN 111059226A CN 201910194933 A CN201910194933 A CN 201910194933A CN 111059226 A CN111059226 A CN 111059226A
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CN
China
Prior art keywords
gear
output shaft
driven gear
driven
shift
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201910194933.1A
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Chinese (zh)
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CN111059226B (en
Inventor
鱼顺基
孙宇哲
刘一韩
蔡民浩
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hyundai Motor Co
Kia Corp
Original Assignee
Hyundai Motor Co
Kia Motors Corp
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Publication of CN111059226A publication Critical patent/CN111059226A/en
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Publication of CN111059226B publication Critical patent/CN111059226B/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/085—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with more than one output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/10—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with one or more one-way clutches as an essential feature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0018—Shaft assemblies for gearings
    • F16H57/0037—Special features of coaxial shafts, e.g. relative support thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0807—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with gear ratios in which the power is transferred by axially coupling idle gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0826—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2708/00—Control devices for speed-changing geared mechanisms, e.g. specially adapted couplings for synchronising devices, devices to simplify control, control of auxiliary gearboxes
    • F16H2708/24—Control devices for speed-changing geared mechanisms, e.g. specially adapted couplings for synchronising devices, devices to simplify control, control of auxiliary gearboxes with a preselection system, mainly semi-automatic, e.g. with automatic preselection, but controlled at the intended moment, with force amplification

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

The present invention relates to a dual clutch transmission for a vehicle, which may include: a first input shaft to which a first clutch is connected; a second input shaft connected to the second clutch and arranged coaxially with the first input shaft; a first output shaft, a second output shaft, and a third output shaft arranged in parallel with the first input shaft and the second input shaft; and a combination gear set including two pairs of external gears configured to be connected in series with each other or disconnected from each other such that power of the first input shaft is reduced through two stages by the first output shaft to drive the second input shaft in a direction to drive the first input shaft.

Description

Dual clutch transmission for vehicle
Technical Field
The present invention relates to a dual clutch transmission for a vehicle, and more particularly, to a structure of a dual clutch transmission.
Background
The more gear changes a vehicle can achieve in multiple gears, the more efficient the engine can be operated, which ultimately can improve the fuel efficiency of the vehicle.
Further, the dual clutch transmission employs a synchromesh type shift mechanism in which external gears that are always meshed with each other are selected by a synchronizer to perform shifting, and is configured to perform shifting using two clutches respectively connected to two input shafts. Such a dual clutch transmission not only achieves power transmission efficiency at the level of a manual transmission, but also prevents torque interruption due to disconnection of torque transmitted to drive wheels when a shift is performed, thereby improving shift feel.
Therefore, if as many shift stages as possible can be achieved using the above-described dual clutch transmission, high power transmission efficiency and high efficiency operation of the engine can significantly improve fuel efficiency of the vehicle while ensuring excellent shift feeling.
However, even if a plurality of shift stages are implemented with the dual clutch transmission, the length of the transmission is increased, which leads to a problem that the assemblability of the vehicle is deteriorated.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
Various aspects of the present invention are directed to provide a dual clutch transmission for a vehicle, which is capable of implementing a plurality of shift stages to improve fuel efficiency of the vehicle and of having a relatively short overall length to ensure vehicle assemblability.
In various aspects of the present invention, a dual clutch transmission for a vehicle according to an exemplary embodiment of the present invention may include: a first input shaft to which a first clutch is connected; a second input shaft connected to the second clutch and arranged coaxially with the first input shaft; a first output shaft, a second output shaft, and a third output shaft arranged in parallel with the first input shaft and the second input shaft; and a combination gear set including two pairs of external gears configured to be connected in series with each other or disconnected from each other such that power of the first input shaft is reduced through two stages by the first output shaft to drive the second input shaft in a direction to drive the first input shaft.
The combining gear set may include: a pair of external gears including a third gear drive gear mounted on the first input shaft and a third gear driven gear mounted on the first output shaft such that a third shift gear of the series of shift gears is achieved; a further pair of external gears comprising a sixth gear driven gear mounted on the first output shaft and a sixth gear driving gear mounted on the second input shaft such that a sixth shift gear of the series of shift gears is achieved; and a tandem synchronizer configured to connect or disconnect the third-gear driven gear and the sixth-gear driven gear to or from each other.
The third speed drive gear may be disposed on the first input shaft in a state where rotation thereof is restricted; the third and sixth gear driven gears may be rotatably disposed on the first output shaft; the sixth gear drive gear may be disposed on the second input shaft in a state where rotation thereof is restricted. Further, fifth-seventh gear drive gears are mounted on the first input shaft in a state where rotation thereof is restricted to realize a fifth shift gear and a seventh shift gear in the series of shift gears; a seventh-gear driven gear meshed with the fifth-seventh-gear drive gears may be rotatably disposed on the first output shaft; a fifth-gear driven gear that meshes with the fifth-seventh-gear drive gears may be rotatably disposed on the second output shaft.
A second gear drive gear configured for implementing a second gear of the series of gear shifts and a fourth gear drive gear configured for implementing a fourth gear shift may be fixed on the second input shaft; a fourth-gear driven gear meshed with the fourth-gear drive gear may be rotatably disposed on the first output shaft; a second range driven gear that meshes with the second range drive gear may be rotatably disposed on the second output shaft.
The dual clutch transmission for a vehicle may further include: a first synchronizer provided to connect any one of the second-gear driven gear and the fifth-gear driven gear to the second output shaft; a second synchronizer provided to connect any one of the third-gear driven gear and the seventh-gear driven gear to the first output shaft; a third synchronizer provided to connect any one of the fourth-gear driven gear and the sixth-gear driven gear to the first output shaft.
In a state where the series synchronizer connects the third gear driven gear with the sixth gear driven gear and the first synchronizer connects the second gear driven gear to the second output shaft, power of the first input shaft may be sequentially transmitted to the third gear driving gear, the third gear driven gear, the sixth gear driving gear, the second gear driving gear, and the second gear driven gear to form an output having the first shift gear transmission ratio to the second output shaft.
In a state where the tandem synchronizer connects the third-gear driven gear with the sixth-gear driven gear and the first synchronizer connects the fifth-gear driven gear to the second output shaft, the power of the second input shaft may be sequentially transmitted to the sixth-gear drive gear, the sixth-gear driven gear, the third-gear drive gear, the fifth-seventh-gear drive gear, and the fifth-gear driven gear to form an output having an eighth shift gear transmission ratio to the second output shaft.
The reverse driving gear can be integrally formed on the second gear driven gear and used for realizing reverse gear shifting; a reverse driven gear that meshes with the reverse drive gear may be rotatably disposed on the third output shaft; and the reverse synchronizer may be configured to transition the reverse driven gear to a state of being connected to the third output shaft.
And under the condition that the series synchronizer connects the third-gear driven gear with the sixth-gear driven gear and the reverse synchronizer connects the reverse driven gear with the third output shaft, the power of the first input shaft is sequentially transmitted to the third-gear driving gear, the third-gear driven gear, the sixth-gear driving gear, the second-gear driving gear, the reverse driving gear and the reverse driven gear to form the output with the reverse gear shifting gear transmission ratio to the third output shaft.
Further, the compound gear set may include: a pair of external gears including a fifth gear drive gear mounted on the first input shaft and a fifth gear driven gear mounted on the first output shaft to facilitate a fifth shift gear of the series of shift gears; a further pair of external gears comprising a sixth gear driven gear mounted on the first output shaft and a sixth gear driving gear mounted on the second input shaft to facilitate a sixth shift gear of the series of shift gears; a tandem synchronizer configured to connect or disconnect the fifth-gear driven gear and the sixth-gear driven gear to each other.
The third-seventh gear drive gear may be mounted on the first input shaft in a state where rotation thereof is restricted to realize a third shift gear and a seventh shift gear in the series of shift gears; a seventh-gear driven gear meshed with the third-seventh-gear drive gears may be rotatably disposed on the first output shaft; a third gear driven gear meshing with the third-seventh gear drive gears may be rotatably disposed on the second output shaft.
A second gear drive gear and a fourth gear drive gear may be fixed on the second input shaft, the second gear drive gear configured to implement a second shift gear of the series of shift gears, the fourth gear drive gear configured to implement a fourth shift gear; a second gear driven gear meshed with the second gear driving gear may be rotatably disposed at the first output shaft; a fourth gear driven gear that meshes with the fourth gear drive gear may be rotatably arranged on the second output shaft.
The dual clutch transmission may further include: a first synchronizer provided to connect any one of the third-gear driven gear and the fourth-gear driven gear to the second output shaft; a second synchronizer provided to connect any one of the fifth-gear driven gear and the seventh-gear driven gear to the first output shaft; and a third synchronizer provided to connect any one of the second-gear driven gear and the sixth-gear driven gear to the first output shaft.
A second gear drive gear and a fourth gear drive gear may be fixed on the second input shaft, the second gear drive gear configured to implement a second shift gear of the series of shift gears, the fourth gear drive gear configured to implement a fourth shift gear; a fourth-gear driven gear meshed with the fourth-gear drive gear may be rotatably disposed on the first output shaft; a second range driven gear that meshes with the second range drive gear may be rotatably disposed on the second output shaft.
The dual clutch transmission may further include: a first synchronizer provided to connect either one of the third-gear driven gear and the second-gear driven gear to the second output shaft; a second synchronizer provided to connect any one of the fifth-gear driven gear and the seventh-gear driven gear to the first output shaft; a third synchronizer provided to connect any one of the fourth-gear driven gear and the sixth-gear driven gear to the first output shaft.
The method and apparatus of the present invention have other features and advantages which will be apparent from or are set forth in detail in the accompanying drawings and the following embodiments incorporated herein, which together serve to explain certain principles of the invention.
Drawings
Fig. 1 is a block diagram illustrating an exemplary embodiment of a dual clutch transmission for a vehicle according to an exemplary embodiment of the present invention.
Fig. 2, 3, 4, 5, 6, 7, 8 and 9 are schematic views for describing the dual clutch transmission shown in fig. 1 to realize the first forward shift range to the eighth forward shift range, respectively.
Fig. 10 is a schematic diagram for describing a reverse shift range of the dual clutch transmission shown in fig. 1.
FIG. 11 is a chart summarizing the operating modes of the dual clutch transmission shown in FIG. 1.
Fig. 12 is a schematic view exemplarily showing another exemplary embodiment of the present invention.
Fig. 13 is a schematic view exemplarily showing still another exemplary embodiment of the present invention.
It is to be understood that the drawings are not necessarily to scale, presenting a simplified representation of various features illustrative of the invention, illustrative of the basic principles of the invention. The specific design features included in the present invention, including, for example, specific dimensions, orientations, locations, and shapes, will be determined in part by the particular application and environment of use desired.
In the drawings, like numerals refer to like or equivalent parts throughout the several views of the drawings.
Detailed Description
Reference will now be made in detail to various embodiments of the invention, examples of which are illustrated in the accompanying drawings and described below. While the invention will be described in conjunction with the exemplary embodiments of the invention, it will be understood that the description is not intended to limit the invention to those exemplary embodiments. On the other hand, the present invention is intended to cover not only exemplary embodiments of the present invention, but also various alternatives, modifications, equivalents and other embodiments which may be included within the spirit and scope of the present invention as defined by the appended claims.
Hereinafter, a dual clutch transmission for a vehicle according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.
Referring to fig. 1, 12 and 13, an embodiment of a Dual Clutch Transmission (DCT) for a vehicle according to an exemplary embodiment of the present invention generally includes: a first input shaft IN1, a second input shaft IN2, a first output shaft OUT1, a second output shaft OUT2, a third output shaft OUT3 and a combination gear set; the first clutch CL1 is mounted to the first input shaft IN 1; the second input shaft IN2 is arranged coaxially with the first input shaft IN1 and is connected to the second clutch CL 2; the first output shaft OUT1, the second output shaft OUT2, and the third output shaft OUT3 are arranged IN parallel with the first input shaft IN1 and the second input shaft IN 2; the compound gear set includes two pairs of external gears configured to be connected to or disconnected from each other IN series, so that the power of the first input shaft IN1 is reduced IN two stages by the first output shaft OUT1 to be able to drive the second input shaft IN2 IN a direction to drive the first input shaft IN 1.
In one exemplary embodiment shown in fig. 1, the compound gear set may include a pair of external gears, another pair of external gears, and a series synchronizer ST; the pair of external gears includes a third gear driving gear 3D mounted to the first input shaft IN1 and a third gear driven gear 3P mounted to the first output shaft OUT1 to facilitate a third gear shift of the series of gear shifts; the other pair of external gears includes a sixth gear driven gear 6P mounted to the first output shaft OUT1 and a sixth gear drive gear 6D mounted to the second input shaft IN2 to facilitate a sixth shift gear of the series of shift gears; the tandem synchronizer ST is provided to connect or disconnect the third-gear driven gear 3P and the sixth-gear driven gear 6P to or from each other.
The third gear drive gear 3D and the third gear driven gear 3P forming the combined gear set can independently form a third shift gear ratio (stage gear shift ratio), and the sixth gear drive gear 6D and the sixth gear driven gear 6P can independently form a sixth shift gear ratio, which are also used to realize a specific shift gear in a series of shift gears. Thus, only a small number of gears can be used compared to the total number of gear steps to be achieved, so that the overall length of the dual clutch transmission can be reduced.
In the exemplary embodiment of the present invention, the third-gear drive gear 3D, the third-gear driven gear 3P, the sixth-gear drive gear 6D, and the sixth-gear driven gear 6P are also used to realize the first shift gear and the eighth shift gear as described below, and the dual clutch transmission according to the exemplary embodiment of the present invention is not provided with separate gears for realizing the first shift gear and the eighth shift gear.
IN the exemplary embodiment of the invention, the third gear drive gear 3D is arranged on the first input shaft IN1 IN a state where the rotation thereof is restricted; the third-gear driven gear 3P and the sixth-gear driven gear 6P are rotatably arranged on the first output shaft OUT 1; the sixth-gear drive gear 6D is arranged on the second input shaft IN2 IN a state where the rotation thereof is restricted.
Therefore, in a state where the tandem synchronizer ST connects the third-gear driven gear 3P and the sixth-gear driven gear 6P, the third-gear driven gear 3P and the sixth-gear driven gear 6P can rotate integrally irrespective of the first output shaft OUT 1. Therefore, when the external gear pairs of the third gear drive gear 3D and the third gear driven gear 3P are connected IN series to the external gear pairs of the sixth gear driven gear 6P and the sixth gear drive gear 6D, the power of the first input shaft IN1 is decelerated through two stages to decelerate and drive the second input shaft IN2 IN the direction of rotating the first input shaft IN 1.
The fifth-seventh gear drive gears 5-7D are mounted on the first input shaft IN1 IN a state where the rotation thereof is restricted, to realize a fifth shift gear and a seventh shift gear IN the series of shift gears; a seventh-gear driven gear 7P meshed with the fifth-seventh-gear drive gears 5 to 7D is rotatably disposed on the first output shaft OUT 1; a fifth-gear driven gear 5P, which meshes with the fifth-seventh-gear drive gears 5 to 7D, is rotatably arranged on the second output shaft OUT 2.
Therefore, the dual clutch transmission of the present invention is advantageous in that since the driving gears for implementing the fifth and seventh gear shifting stages may include one fifth-seventh gear driving gear 5-7D, the number of gears required is reduced, thereby reducing the overall length of the dual clutch transmission and the weight of the dual clutch transmission.
The second-stage drive gear 2D is configured to realize a second shift stage of the series of shift stages, the fourth-stage drive gear 4D is configured to realize a fourth shift stage, and the second-stage drive gear 2D and the fourth-stage drive gear 4D are mounted on the second input shaft IN2 IN a state where their rotations are both restricted; a fourth-gear driven gear 4P, which meshes with the fourth-gear drive gear 4D, is rotatably arranged on the first output shaft OUT 1; a second range driven gear 2P meshing with the second range driving gear 2D is rotatably arranged on the second output shaft OUT 2.
Further, the present exemplary embodiment may include a first synchronizer S1, a second synchronizer S2, and a third synchronizer S3; the first synchronizer S1 is provided to connect any one of the second-gear driven gear 2P and the fifth-gear driven gear 5P to the second output shaft OUT 2; the second synchronizer S2 is provided to connect any one of the third-gear driven gear 3P and the seventh-gear driven gear 7P to the first output shaft OUT 1; the third synchronizer S3 is provided to connect any one of the fourth-gear driven gear 4P and the sixth-gear driven gear 6P to the first output shaft OUT 1.
In addition, in the exemplary embodiment of the invention, a reverse drive gear RD is integrally formed on the second gear driven gear 2P via a counter shaft IM for effecting reverse shift gear; a reverse driven gear RP meshed with the reverse drive gear RD is rotatably arranged on the third output shaft OUT 3; and the reverse synchronizer SR is provided to enable the reverse driven gear RP to be switched to a state of being connected to the third output shaft OUT 3.
Although the various exemplary embodiments of fig. 1 configured as described above are not provided with a separate gear for implementing the first shift stage, the first shift stage as shown in fig. 2 is implemented.
That is, IN a state where the first clutch CL1 is engaged, the series synchronizer ST connects the third-gear driven gear 3P with the sixth-gear driven gear 6P, and the first synchronizer S1 connects the second-gear driven gear 2P with the second output shaft OUT2, and the power of the first input shaft IN1 is transmitted to the third-gear drive gear 3D, the third-gear driven gear 3P, the sixth-gear driven gear 6P, the sixth-gear drive gear 6D, the second-gear drive gear 2D, and the second-gear driven gear 2P IN this order to form an output with the first shift gear transmission ratio to the second output shaft OUT 2.
Of course, the first output gear OG1, the second output gear OG2, and the third output gear OG3 may be mounted on the first output shaft OUT1, the second output shaft OUT2, and the third output shaft OUT3, respectively, so that power is transmitted to the drive wheels via the ring gear of the differential gear that normally meshes with the above-described output gears.
By disengaging the first clutch CL1 from the series synchronizer ST and by engaging the second clutch CL2, the second shift range is achieved from the state shown in fig. 2 and has a power flow as shown in fig. 3.
Subsequently, the third to seventh shift stages have power flows as shown in fig. 4, 5, 6, 7 and 8, respectively, and the shift process between the adjacent shift stages is carried out by engaging one of the first clutch CL1 and the second clutch CL2 and releasing the other according to the operation mode map shown in fig. 11 in a state where the gear corresponding to each target shift stage is engaged with the synchronizer, similarly to the shift process in the conventional dual clutch transmission.
Fig. 9 shows an eighth gear shift implemented in the exemplary embodiment shown in fig. 1. IN a state where the second clutch CL2 is engaged, the series synchronizer ST connects the third-gear driven gear 3P with the sixth-gear driven gear 6P, and the first synchronizer S1 connects the fifth-gear driven gear 5P to the second output shaft OUT2, and the power of the second input shaft IN2 is transmitted to the sixth-gear drive gear 6D, the sixth-gear driven gear 6P, the third-gear driven gear 3P, the third-gear drive gear 3D, the fifth-seventh-gear drive gears 5-7D, and the fifth-gear driven gear 5P IN this order to form an output with an eighth shift gear ratio to the second output shaft OUT 2.
Fig. 10 shows the reverse shift range implemented IN the exemplary embodiment shown IN fig. 1, with the second clutch CL2 engaged, the series synchronizer ST connecting the third-range driven gear 3P with the sixth-range driven gear 6P and the reverse synchronizer SR connecting the reverse driven gear RP to the third output shaft OUT3, and the power of the first input shaft IN1 is transmitted to the third-range drive gear 3D, the third-range driven gear 3P, the sixth-range driven gear 6P, the sixth-range drive gear 6D, the second-range drive gear 2D, the reverse drive gear RD and the reverse driven gear RP IN this order to form an output with a reverse shift range gear ratio to the third output shaft OUT 3.
As described above, one exemplary embodiment shown in fig. 1 implements the first and eighth shift stages using a gear implementing another shift stage in the series of shift stages without using any separate gear, and thus can reduce the number of components used, thereby reducing the overall dual clutch transmission and improving vehicle assemblability.
In another exemplary embodiment shown in fig. 12 and yet another exemplary embodiment shown in fig. 13, the compound gear set generally includes a pair of external gears, another pair of external gears, and a series synchronizer ST; the pair of external gears including the fifth-gear drive gear 5D mounted on the first input shaft IN1 and the fifth-gear driven gear 5P mounted on the first output shaft OUT1 contribute to the fifth shift gear of the series of shift gears; the other pair of external gears comprises a sixth gear driven gear 6P mounted on the first output shaft OUT1 and a sixth gear drive gear 6D mounted on the second input shaft IN2, contributing to the achievement of the sixth of the series of shift gears; the tandem synchronizer ST is provided to connect or disconnect the fifth-gear driven gear 5P and the sixth-gear driven gear 6P to each other.
As the remaining configuration of another exemplary embodiment shown IN fig. 12, third-seventh gear drive gears 3-7D are mounted on the first input shaft IN1 IN a state where the rotation thereof is restricted, for realizing a third shift gear and a seventh shift gear of a series of shift gears; a seventh-gear driven gear 7P meshed with the third-seventh-gear drive gears 3 to 7D is rotatably disposed on the first output shaft OUT 1; a third-gear driven gear 3P, which meshes with the third-seventh-gear drive gears 3 to 7D, is rotatably arranged on the second output shaft OUT 2.
Further, the second-stage drive gear 2D is configured to realize a second shift stage of the series of shift stages, the fourth-stage drive gear 4D is configured to realize a fourth shift stage, and the second-stage drive gear 2D and the fourth-stage drive gear 4D are mounted on the second input shaft IN2 IN a state where their rotations are restricted; a second range driven gear 2P meshed with the second range driving gear 2D is rotatably disposed on the first output shaft OUT 1; a fourth-gear driven gear 4P, which meshes with the fourth-gear drive gear 4D, is rotatably arranged on the second output shaft OUT 2.
Further, another exemplary embodiment may include: a first synchronizer S1, a second synchronizer S2, and a third synchronizer S3; the first synchronizer S1 is provided to connect either one of the third-gear driven gear 3P and the fourth-gear driven gear 4P to the second output shaft OUT 2; the second synchronizer S2 is provided to connect either one of the fifth-gear driven gear 5P and the seventh-gear driven gear 7P to the first output shaft OUT 1; the third synchronizer S3 is provided to connect any one of the second-gear driven gear 2P and the sixth-gear driven gear 6P to the first output shaft OUT 1.
In other words, in comparison with the one exemplary embodiment shown in fig. 1, the third and fifth gear wheels are arranged such that their positions change from each other, and the second and fourth gear wheels are arranged such that their positions change from each other.
In the above-described structure, implementing the first shift stage via the fifth-stage drive gear 5D, the fifth-stage driven gear 5P, the sixth-stage driven gear 6P, the sixth-stage drive gear 6D, the second-stage drive gear 2D, the second-stage driven gear 2P, and the first output shaft OUT1 makes it possible to form a larger first shift stage gear transmission ratio than the first shift stage implemented in the exemplary embodiment shown in fig. 1, and therefore, to increase the gear span (gear span).
The configuration of the combined gear set of yet another exemplary embodiment shown in fig. 13 is the same as that of the other exemplary embodiment of fig. 12, with only the following structure being different.
That is, the second-stage drive gear 2D is configured to realize the second shift stage of the series of shift stages, the fourth-stage drive gear 4D is configured to realize the fourth shift stage, and the second-stage drive gear 2D and the fourth-stage drive gear 4D are mounted on the second input shaft IN2 IN a state where their rotations are restricted; a fourth-gear driven gear 4P, which meshes with the fourth-gear drive gear 4D, is rotatably arranged on the first output shaft OUT 1; a second range driven gear 2P meshing with the second range driving gear 2D is rotatably arranged on the second output shaft OUT 2.
Further, yet another exemplary embodiment includes: a first synchronizer S1, a second synchronizer S2, and a third synchronizer S3; the first synchronizer S1 is provided to connect either one of the third-gear driven gear 3P and the second-gear driven gear 2P to the second output shaft OUT 2; the second synchronizer S2 is provided to connect either one of the fifth-gear driven gear 5P and the seventh-gear driven gear 7P to the first output shaft OUT 1; the third synchronizer S3 is provided to connect any one of the fourth-gear driven gear 4P and the sixth-gear driven gear 6P to the first output shaft OUT 1.
In other words, the third gear wheel and the fifth gear wheel are arranged such that their positions change with respect to each other, compared to the various exemplary embodiments shown in fig. 1.
In the above configuration, the first shift stage is realized via the fifth-stage drive gear 5D, the fifth-stage driven gear 5P, the sixth-stage driven gear 6P, the sixth-stage drive gear 6D, the second-stage drive gear 2D, the second-stage driven gear 2P, and the second output shaft OUT2, the first-stage gear transmission ratio can be made smaller than that of the first shift stage realized in the various exemplary embodiments shown in fig. 1, and thus the range span can be reduced.
According to the exemplary embodiments of the present invention, since a plurality of shift stages including the eighth forward shift stage or more may be implemented, fuel efficiency of the vehicle may be improved, and since the overall length of the transmission may be relatively short, it is possible to improve vehicle assemblability of the dual clutch transmission.
For convenience in explanation and accurate definition in the appended claims, the terms "upper", "lower", "inner", "outer", "upper", "lower", "above", "below", "upward", "downward", "front", "rear", "back", "inner", "outer", "forward", "rearward" are used to describe features of the exemplary embodiments with reference to the positions of such features as displayed in the figures.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable others skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications thereof. It is intended that the scope of the invention be defined by the following claims and their equivalents.

Claims (18)

1. A dual clutch transmission for a vehicle, the dual clutch transmission comprising:
a first input shaft to which a first clutch is connected;
a second input shaft to which a second clutch is connected, the second input shaft being coaxially mounted with the first input shaft;
a first output shaft, a second output shaft, and a third output shaft mounted in parallel with the first input shaft and the second input shaft;
a compound gear set comprising a first pair of external gears and a second pair of external gears configured to be either connected in series with one another or disconnected from one another such that the first input shaft is decelerated via a first output shaft through at least two stages to drive the second input shaft in a direction to drive the first input shaft.
2. The dual clutch transmission for a vehicle as claimed in claim 1, wherein the combining gear set includes:
a first pair of external gears having a third gear drive gear mounted on the first input shaft and a third gear driven gear mounted on the first output shaft to effect a third of the series of shift gears;
a second pair of external gears having a sixth gear driven gear mounted on the first output shaft and a sixth gear driving gear mounted on the second input shaft to effect a sixth shift gear of the series of shift gears;
a tandem synchronizer configured to selectively connect the third gear driven gear with the sixth gear driven gear.
3. The dual clutch transmission for a vehicle according to claim 2,
the third gear driving gear is fixed on the first input shaft;
the third gear driven gear and the sixth gear driven gear are rotatably mounted on a first output shaft;
and the sixth gear driving gear is fixed on the second input shaft.
4. The dual clutch transmission for a vehicle according to claim 2,
the fifth-seventh gear drive gear is fixed on the first input shaft to realize a fifth gear shift and a seventh gear shift in the series of gear shifts;
a seventh-gear driven gear meshed with the fifth-seventh-gear drive gears is rotatably mounted on the first output shaft;
a fifth-gear driven gear meshed with the fifth-seventh-gear drive gears is rotatably mounted on the second output shaft.
5. The dual clutch transmission for a vehicle according to claim 4,
a second gear drive gear and a fourth gear drive gear are fixed on the second input shaft, the second gear drive gear is configured to implement a second shift gear of the series of shift gears, and the fourth gear drive gear is configured to implement a fourth shift gear of the series of shift gears;
a fourth-gear driven gear meshed with the fourth-gear driving gear is rotatably mounted on the first output shaft;
a second gear driven gear meshed with the second gear driving gear is rotatably mounted on the second output shaft.
6. The dual clutch transmission for a vehicle according to claim 5, further comprising:
a first synchronizer configured to selectively connect one of the second and fifth gear driven gears to the second output shaft;
a second synchronizer configured to selectively connect one of the third-gear driven gear and the seventh-gear driven gear to the first output shaft;
a third synchronizer configured to selectively connect one of the fourth-gear driven gear and the sixth-gear driven gear to the first output shaft.
7. The dual clutch transmission for a vehicle according to claim 6,
when the tandem synchronizer connects the third gear driven gear with the sixth gear driven gear and the first synchronizer connects the second gear driven gear to the second output shaft, the power of the first input shaft is transmitted to the third gear driving gear, the third gear driven gear, the sixth gear driving gear, the second gear driving gear and the second gear driven gear in sequence to output the power having the predetermined shift gear transmission ratio to the second output shaft.
8. The dual clutch transmission for a vehicle according to claim 6,
when the tandem synchronizer connects the third-gear driven gear with the sixth-gear driven gear and the first synchronizer connects the fifth-gear driven gear to the second output shaft, the power of the second input shaft is transmitted to the sixth-gear drive gear, the sixth-gear driven gear, the third-gear drive gear, the fifth-seventh-gear drive gear, and the fifth-gear driven gear in this order to output the power having another predetermined shift gear transmission ratio to the second output shaft.
9. The dual clutch transmission for a vehicle according to claim 6,
the reverse driving gear is fixed on the second gear driven gear and can be rotatably arranged on the second output shaft and is used for realizing a reverse gear shifting gear in a series of gear shifting gears;
a reverse driven gear engaged with the reverse drive gear is rotatably mounted on a third output shaft;
the reverse synchronizer is configured to selectively connect the reverse driven gear to the third output shaft.
10. The dual clutch transmission for a vehicle according to claim 9,
when the tandem synchronizer connects the third-gear driven gear with the sixth-gear driven gear and the reverse synchronizer connects the reverse driven gear to the third output shaft, the power of the first input shaft is sequentially transmitted to the third-gear driving gear, the third-gear driven gear, the sixth-gear driving gear, the second-gear driving gear, the reverse driving gear and the reverse driven gear to output the power with the preset reverse gear shifting transmission ratio to the third output shaft.
11. The dual clutch transmission for a vehicle as claimed in claim 1, wherein the combining gear set includes:
a first pair of external gears comprising a fifth gear drive gear mounted on the first input shaft and a fifth gear driven gear mounted on the first output shaft to facilitate a fifth shift gear of the series of shift gears;
a second pair of external gears comprising a sixth gear driven gear mounted on the first output shaft and a sixth gear drive gear mounted on the second input shaft for effecting a sixth shift gear of the series of shift gears;
a tandem synchronizer configured to selectively interconnect the fifth-gear driven gear and the sixth-gear driven gear.
12. The dual clutch transmission for a vehicle according to claim 11,
the third-seventh gear driving gears are fixed on the first input shaft to realize a third gear shifting position and a seventh gear shifting position in the series of gear shifting positions;
a seventh-gear driven gear meshed with the third-seventh-gear drive gears is rotatably mounted on the first output shaft;
a third range driven gear meshing with the third-seventh range drive gears is rotatably mounted on the second output shaft.
13. The dual clutch transmission for a vehicle according to claim 12,
a second gear drive gear and a fourth gear drive gear are fixed on the second input shaft, the second gear drive gear is configured to implement a second shift gear of the series of shift gears, and the fourth gear drive gear is configured to implement a fourth shift gear of the series of shift gears;
a second gear driven gear meshed with the second gear driving gear is rotatably mounted on the first output shaft;
a fourth gear driven gear meshing with the fourth gear drive gear is rotatably mounted on the second output shaft.
14. The dual clutch transmission for a vehicle according to claim 13, further comprising:
a first synchronizer configured to selectively connect one of the third and fourth gear driven gears to the second output shaft;
a second synchronizer configured to selectively connect one of the fifth-gear driven gear and the seventh-gear driven gear to the first output shaft;
a third synchronizer configured to selectively connect one of the second gear driven gear and the sixth gear driven gear to the first output shaft.
15. The dual clutch transmission for a vehicle according to claim 14,
the reverse driving gear is fixed on the fourth gear driven gear and can be rotatably arranged on the second output shaft and is used for realizing a reverse gear shifting gear in a series of gear shifting gears;
a reverse driven gear engaged with the reverse drive gear is rotatably mounted on a third output shaft;
the reverse synchronizer is configured to selectively connect the reverse driven gear to the third output shaft.
16. The dual clutch transmission for a vehicle according to claim 12,
a second gear drive gear and a fourth gear drive gear are fixed on the second input shaft, the second gear drive gear is configured to implement a second shift gear of the series of shift gears, and the fourth gear drive gear is configured to implement a fourth shift gear of the series of shift gears;
a fourth-gear driven gear meshed with the fourth-gear driving gear is rotatably mounted on the first output shaft;
a second gear driven gear meshed with the second gear driving gear is rotatably mounted on the second output shaft.
17. The dual clutch transmission for a vehicle of claim 16, further comprising:
a first synchronizer configured to selectively connect one of the third gear driven gear and the second gear driven gear to the second output shaft;
a second synchronizer configured to selectively connect the fifth-gear driven gear and the seventh-gear driven gear to the first output shaft;
a third synchronizer configured to selectively connect one of the fourth-gear driven gear and the sixth-gear driven gear to the first output shaft.
18. The dual clutch transmission for a vehicle according to claim 17,
the reverse driving gear is fixed on the second gear driven gear and can be rotatably arranged on the second output shaft and is used for realizing a reverse gear shifting gear in a series of gear shifting gears;
a reverse driven gear engaged with the reverse drive gear is rotatably mounted on a third output shaft;
the reverse synchronizer is configured to selectively connect the reverse driven gear to the third output shaft.
CN201910194933.1A 2018-10-17 2019-03-14 Dual clutch transmission for a vehicle Active CN111059226B (en)

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KR20200043571A (en) 2020-04-28
US10955029B2 (en) 2021-03-23
KR102651622B1 (en) 2024-03-26
US20200124140A1 (en) 2020-04-23

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